USER SGUIDE GUIDE USER S Axle and Axlemaintenance maintenance and storage storageguide guide
TABLE OF CONTENTS User s guide Maintenance schedule Storage Preparing for storage... Inspection procedures for removing from storage... Hubs / drums / bearings Hub removal... Seal inspection and replacement... Brake drum inspection... Bearing inspection... Bearing lubrification... Method for bearings lubrication... Bearing replacement chart... Bearing adjustment and hub replacement... Parameters of U-bolts tightening torque... Hub components... Tires / wheels Tire wear diagnostic chart... Torque requirements... Wheel torque requirements... Electric brakes Features... Brake cleaning and inspection... Brake adjustment... Magnets... Troubleshooting How to measure voltage?... How to measure amperage?... Magnet amperes chart... Hydraulic brakes Hydraulic brakes... Surge braking system... Duo-servo... Uni-servo... Contact information and map My maintenance schedule Notes p.3 p.4-5 p.6-7 p.6 p.7 p.8-14 p.8 p.8-9 p.9 p.10 p.11 p.11 p.12 p.12-13 p.13 p.14 p.15-17 p.16 p.16 p.17 p.18-19 p.18 p.18 p.18-19 p.19 p.20-22 p.20 p.20 p.21 p.23-25 p.23 p.23 p.24 p.25 p.26 p.27 p.28 2
USER S GUIDE This user s guide for axles allows the owner to learn how to use them properly and how to do routine maintenance. It contains basic information and instructions, as well as the procedures for their maintenance and storage. This guide refers to axles sold and installed in the United States and Canada. It refers to all the axle models sold by Frameco. Your safety, as well as that of others, is critical. Therefore, the proper use, maintenance and storage of your trailer s axles is a serious responsibility. Frameco endeavours to help you make informed decisions as to the use and maintenance of your axles. However, it s difficult to warn you of all the risks regarding your trailer s use and the conditions of use. You must therefore use your judgment. To ensure your safety and the longevity of your axles, it s crucial to read Frameco s specifications closely and follow these specifications when maintaining and storing your trailer. Frameco strongly recommends that all maintenance and repair work be performed by qualified and competent professionals, such as your trailer manufacturer. For any additional questions about the axle models manufactured by Frameco, visit www.frameco.ca or call our customer service department toll-free at 1 888 235-6895.
MAINTENANCE SCHEDULE Parts Required action Every week 3 months 4500 km 6 months 9000 km 12 months 18000 km Tread and hub caps Check for rust, clean and lubricate (100g/wheel). Readjust the wheel nuts Wheel nuts and bolts Tighten to the required torque Brake adjustment Adjust them according to the specifications Brakes Make sure they are working properly Every use Brake magnets Inspect wear and current draw Brake lining Inspect wear and contamination Brake pressure modulator Verify the intensity of the modulation Brake cylinders Check for leaks or jamming Brake line Check for cracks, leaks or kinks Electrical cabling for trailer brakes Check for bare or frayed wires * It s important to respect all actions required for the maintenance of your trailer as indicated in overhead maintenance schedule. In the contrary case, the warranty offered by Frameco may not apply. 4
MAINTENANCE SCHEDULE Parts Required action Every week 3 months 4500 km 6 months 9000 km 12 months 18000 km Emergency brake Check the load, the switch Every use Hub / drum Check for abnormal wear and grooves Seals Verify and replace when needed Springs Inspect the wear and tightness Suspension accessories Make sure the bolts are not warped, loose or worn Spring hanger Check the weld joints Wheels Check for cracks, indentations, or deformities Tire pressure Fill to manufacturer s specifications Tires Make sure there are no cuts, wear or bulging Water immersion Completely fill the cavity * It s important to respect all actions required for the maintenance of your trailer as indicated in overhead maintenance schedule. In the contrary case, the warranty offered by Frameco may not apply. 5
STORAGE Preparing for storage If your trailer must be stored for a period of 90 days or more, it s important to adequately prepare it in advance. 1. Lift the trailer and place supports under the frame to ease the weight off the tires. Follow manufacturer s recommendations for lifting and supporting the unit. Never place the jack or the supports under the axle tube or the stabilizers. WARNING Do not lift or support the trailer on any part of the axle or suspension system. Never go under a trailer unless held up by supports of an adequate capacity. A vehicle that is incorrectly supported can fall without warning and cause serious injury or death. 2. Lubricate moveable mechanical parts, such as the hitch and the parts of the suspension that are exposed to the elements. 3. The axles of boat trailers are subject to frequent immersions under water. Before storing them, remove the rake drums and clean them; dry and lubricate the brakes moveable parts a second time; inspect, clean and lubricate the ball bearings a second time. 4. Given the possibility that the upper part of the ball bearings is not covered in oil, it is more subject to corrosion. It is strongly recommended to turn the wheels periodically (every 2 weeks) when in storage for a prolonged period of time. 5. Remove the battery from the hydraulic unit. 6
STORAGE Inspection procedures for removing from storage Before removing the supports: 1. Remove all the wheels, as well as the wheel drums and hubs. Be sure to note which spindles and which brakes come from the drums so that they can be reinstalled at the same place. 2. Check for wear on the suspension parts. 3. Make sure that the bolts of the spring hanger and the nuts of the U-bolts are tightened to the torque recommended by the manufacturer. Refer to the procedure provided to the page 13. 4. Inspect the brake lining, the sides of the brakes and the drum walls to ensure that there has not been excessive wear and that the parts are not scratched. 5. Check the electromagnetic coils with an ohmmeter. A normal reading is 3.2 ohms. If the reading is lower, the spires are shortcircuited, or if the mechanics are too used, the electromagnets must be replaced. 6. Lubricate all of the brakes moveable parts with a high-temperature brake lubricant (LUBRIPLATE or comparable product). 7. Using an Emery or crocus cloth, remove all rust from the surfaces of the brake system and the outside of the drums. Protect the ball bearings from contamination during this step. 8. Inspect the seals (grease or oil-proof) for any wear or cracking. Replace them as necessary. 9. Lubricate the ball bearings. Refer to the procedure provided to the page 11. 10. Reinstall the hubs and adjust the ball bearings according to the instructions provided to pages 12-13. 11. Mount and tighten the wheels as indicated to the page 17. 7
HUBS / DRUMS / BEARINGS Hub removal Whenever the hub equipment on your axle must be removed for inspection or maintenance the following procedure should be utilized. 1. Elevate and support the trailer unit per manufacturer s instructions. 2. Remove the wheel. 3. Remove the grease cap by carefully prying progressively around the flange of the cap. If the hub is an oil lube type, then the cap can be removed by unscrewing it counterclockwise while holding the hub stationary. 4. Remove the cotter pin from the spindle nut or, in the case of E-Z Lube versions, bend the locking tang to the free position. The cotter pin is for single use only. As soon as it s removed, it must be replaced by a new cotter pin. 5. Unscrew the spindle nut (counterclockwise) and remove the spindle washer. 6. Remove the hub from the spindle, being careful not to allow the outer bearing cone to fall out. The inner bearing cone will be retained by the seal. 7. On 7200 and 8000 a hub puller should be used to assist drum removal. Seal inspection and replacement Whenever the hub is removed, inspect the seal to assure that it is not nicked or torn and is still capable of properly sealing the bearing cavity. If there is any question of condition, replace the seal. Use only the seals specified in the Bearing replacement chart page 12. To replace the seal: 1. Pry the seal out of the hub with a screwdriver. Never drive the seal out with the inner bearing as you may damage the bearing. 2. Apply a PERMATEX sealant to the outside of the new seal. 8
HUBS / DRUMS / BEARINGS 3. Tap the new seal into place using a clean wood block. Brake drum inspection There are two areas of the brake drum that are subject to wear and require periodic inspection. These two areas are the drum surface where the brake shoes make contact during stopping and the armature surface where the magnet contacts (only in electric brakes.) The drum surface should be inspected for excessive wear or heavy scoring. If worn more than.020 oversized, or the drum has worn out of round by more than.015, then the drum surface should be turned. If scoring or other wear is greater than.090 on the diameter, the drum must be replaced. When turning the drum surface, the maximum rebore diameter is as follows: 7 Brake drum-7.090 10 Brake drum-10.090 12 Brake drum-12.090 12 1 /4 Brake drum-12.340 The machined inner surface of the brake drum that contacts the brake magnet is called the armature surface. If the armature surface is scored or worn unevenly, it should be refaced to a 120 micro-inch finish by removing not more than.030 of material. To insure proper contact between the armature face and the magnet face, the magnets should be replaced whenever the armature surface is refaced and the armature surface should be refaced whenever the magnets are replaced. WARNING It s important to protect the wheel bearing bores from metallic chips and contamination which result from drum turning or armature refacing operations. Make certain that the wheel bearing cavities are clean and free of contamination before reinstalling bearing and seals. The presence of these contaminants will cause premature wheel bearing failure. 9
HUBS / DRUMS / BEARINGS Bearing inspection Wash all grease and oil from the bearing cone using a suitable solvent. Dry the bearing with a clean, lint-free cloth and inspect each roller completely. If any pitting, spalling, or corrosion is present, then the bearing must be replaced. The bearing cup inside the hub must be inspected. IMPORTANT Bearings must always be replaced in sets of a cone and a cup. In case of doubt, Frameco strongly recommends that all maintenance and repair work be performed by qualified and competent professionals, such as your trailer manufacturer. When replacing the bearing cup proceed as follows: 1. Place the hub on a flat work surface with the cup to be replaced on the bottom side. 2. Using a brass drift punch, carefully tap around the small diameter end of the cup to drive out. *Technic for removal of the bearing bushing 3. After cleaning the hub bore area, replace the cup by tapping in with the brass drift punch. Be sure the cup is seated all the way up against the retaining shoulder in the hub. Replace only with bearings as specified in table page 12. 10
HUBS / DRUMS / BEARINGS Bearing lubrication Along with bearing adjustment, proper lubrication is essential to the current function and reliability of your trailer axle. Bearings should be lubricated every 6 months or 9000 km, as indicated in maintenance schedule. Method for bearings lubrication: 1. Place a quantity of grease into the palm of your hand. 2. Press a section of the widest end of the bearing into the outer edge of the grease pile closest to the thumb forcing grease into the interior of the bearing. 3. Repeat this while rotating the bearing from roller to roller. 4. Continue this process until you have the entire bearing completely filled with grease. 5. Before reinstalling, apply a light coat of grease on the bearing cup. 11
HUBS / DRUMS / BEARINGS Bearing replacement chart Brakes size 7 x 1¼ 5 studs 10 x 2¼ 5 studs 12 x 2 5 studs 12 x 2 6 studs 12 x 2 8 studs 12¼ x 3 3 /8 8 studs Hub size Bearings Inside Outside Inside Outside Inside Outside Inside Outside Inside Outside Inside Outside Industry part # cup and cone L44610 / L44649 L44610 / L44649 L68111 / L68149 L44610 / L44649 25520 / 25580 15245 / 15123 25520 / 25580 15245 / 15123 25520 / 25580 14276 / 14125A 25520 / 25580 02420 / 02475 Seal 1789 (1 ) 2267E (1 1 /16 ) 2546F 0014E (2 1 /8 ) 0015E (2 1 /4 ) 0014E (2 1 /8 ) 0015E (2 1 /4 ) 0014E (2 1 /8 ) 0015E (2 1 /4 ) 1063 Bearing adjustment and hub replacement If the hub has been removed or bearing adjustment is required, the following adjustment procedure must be followed: 1. After placing the hub (1), bearings (2), washers (3), and spindle nut back on the axle spindle in reverse order as detailed in the previous section on hub removal, rotate the hub assembly slowly while tightening the spindle nut to approximately 50 lbs./ft. (12 wrench or pliers with full hand force.) 2. Then loosen the spindle nut to remove the torque. Do not rotate the hub. 3. Back the spindle nut out slightly until the first castellation lines up with the cotter key hole and insert the cotter pin (or locking tang in the case of E-Z Lube.) Note that you should never reuse the old cotter pin. 12
HUBS / DRUMS / BEARINGS Bend over the cotterpin legs to secure the nut (or locking tang in the case of E-Z Lube ) *Wrong method *Good method 5. Nut should be free to move with only restraint being the cotterpin (or locking tang.) 6. Lubricate the gauge with 100g (1/4 of tube) of lubricant (LUBRIPLATE or equivalent), as presented in this image. 7. Install the dust cap. Parameters of U-bolts tightening torque Diameter & thread / in Grade Sequence tightening pounces-ft ½ - 20 5 92 9 /16-18 5 131 5 /8-18 5 181 ¾ - 16 5 316 7 /8-14 5 502 1-14 5 748 1 /8-12 5 949 1¼ - 12 5 1313 13
HUBS / DRUMS / BEARINGS Hub components: Grease lube parts Item Description 1 Grease seal 1A Grease seal for E-Z Lube 2 Inner bearing cone 3 Inner bearing cup 4 Outer bearing cone 5 Outer bearing cup 6 Spindle nut 7 Cotterpin 8 Grease cap 8A Grease cap for E-Z Lube 8B Rubber cap for E-Z Lube 9 Spindle washer 28 Special jam nut for E-Z Lube 29 Spindle nut retainer for E-Z Lube Studs & wheel nuts Item Description 10 Pressed wheel stud 13 Cone nut Item Item Hub and drum 24-26 Stud Plain hub 25-27 Stud Brakes Description - Electric Nev-R-Adjust 20 Electric - Electric with park - Hydraulic uni-servo - Hydraulic uni-servo with park - Hydraulic duo-servo - Hydraulic duo-servo with park - Hydraulic free backing - Hydraulic free backing corrosion resistant Hubs Description 14
TIRES & WHEELS Before mounting tires onto wheels make and contour is approved for the tire as shown in the Tire and Rim Association Yearbook or the tire manufacturers catalog. Also make sure the tire will carry the rated load. If the load is not equal on all tires due to trailer weight distribution, use the tire rated for the heaviest wheel position. IMPORTANT The capacity rating molded into the sidewall of the tire is not always the proper rating for the tire if used in a trailer application. Use the following guideline: 1. LT and ST tires: Use the capacity rating molded into the tire. 2. Passenger car tires: Use the capacity rating molded into the tire sidewall divided by 1.10. Use tire mounting procedures as outlined by the rubber manufacturers association or the tire manufacturers. Tire inflation pressure is the most important factor in tire life. Inflation pressure should be as recommended by the manufacturer for the load. The diagnostics table on page 16 you will help to detect the possible causes of wear and to remedy. IMPORTANT Tire wear should be checked frequently because once a wear pattern becomes firmly established in a tire it is difficult to stop, even if the underlying cause is corrected. In case of doubt, Frameco strongly recommends that all maintenance and repair work be performed by qualified and competent professionals, such as your trailer manufacturer. 15
TIRES & WHEELS Tire wear diagnostics chart Wear pattern Cause Action Center wear Edge wear Side wear Over inflation Under inflation Loss of camber or overloading Adjust pressure to particular load per tire catalog Adjust pressure to particular load per tire catalog Make sure load doesn t exceed axle rating. Align at alignment shop. Toe wear Incorrect toe-in Align at alignment shop Cupping Flat spots Out-of-balance Wheel lockup & tire skidding Check bearing adjustment and balance tires Avoid sudden stops when possible and adjust brakes Torque requirements It is extremely important to apply and maintain proper wheel mounting torque on your trailer axle. Torque is a measure of the amount of tightening applied to a fastener (nut or bolt) and is expressed as length times force. For example, a force of 90 pounds applied at the end of wrench one foot long will yield 90 lbs.-ft. of torque. Torque wrenches are the best method to assure the proper amount of torque is being applied to a fastener. IMPORTANT Wheel nut or bolts must be applied and maintained at the proper torque levels to prevent loose wheels, broken studs, and possible dangerous separation of wheels from your axle. Be sure to use only the fasteners matched to the cone angle of your wheel (usually 60 or 90.) Follow the steps on page 17 to tighten the wheels. 16
TIRES & WHEELS 1. Start all bolts or nuts by hand to prevent cross threading. 2. Tighten bolts or nuts in the following sequence. 4 studs 5 studs 6 studs 8 studs 3. The tightening of the fasteners should be done in stages. Following the recommended sequence, tighten fasteners per wheel torque chart below. As presented in point 4. 4. Wheel nuts/bolts should be torqued before first road use and after each wheel removal. Check and re-torque after the first 10 miles, 25 miles and again at 50 miles. Check periodically thereafter. Wheel torque requirements Wheel size Torque sequence 1 st stage 2 nd stage 3 rd stage 12 20-25 35-40 50-75 13 20-25 35-40 50-75 14 20-25 50-60 90-120 15 20-25 50-60 90-120 16 20-25 50-60 90-120 17
ELECTRIC BRAKES Features Electrically actuated brakes have several advantages over other brake actuation systems. 1. They can be manually adjusted to provide the correct braking cap ability for varying road and load conditions. 2. They can be modulated to provide more or less braking force, thus easing the brake load on the towing vehicle. 3. They have very little lag time from the moment the tow vehicle s brakes are actuated until the trailer brakes are actuated. 4. In an emergency situation, they can provide some braking independent of the tow vehicle. Brake cleaning and inspection Your trailer brakes must be inspected and serviced at yearly intervals or more often as use and performance requires. Magnets and shoes must be changed when they become worn or scored thereby preventing adequate vehicle braking. Brake adjustment Brakes should be adjusted (1) after the first 200 miles of operation when the brake shoes and drums have «seated», (2) at 3000 miles intervals, (3) or as use and performance requires. The brakes should be adjusted in the following manner: 1. Jack up trailer and secure on adequate capacity jack stands. Follow trailer manufacturers recommendations for lifting and supporting the unit. Check that the wheel and drum rotate freely. 2. Remove the adjusting hole cover from the adjusting slot on the bottom of the brake backing plate. 18
ELECTRIC BRAKES 3. With a screwdriver or standard adjusting tool, rotate the starwheel of the adjuster assembly to expand the brake shoes. Adjust the brake shoes out until the pressure of the linings against the drum makes the wheel very difficult to turn. IMPORTANT With drop spindle axles, a modified adjusting tool with about an 80 degrees angle should be used. 4. Then rotate the starwheel in the opposite direction until the wheel turns freely with a slight lining drag. 5. Replace the adjusting hole cover and lower the wheel to the ground. 6. Repeat the above procedure on all brakes. Magnets Your electric brakes are equipped with high quality electromagnets that are designed to provide the proper input force and friction characteristics. Your magnets should be inspected and replaced if worn unevenly or abnormally. As indicated below a straightedge should be used to check wear. 19
TROUBLESHOOTING How to measure voltage? System voltage is measured at the magnets by connecting the voltmeter to the two magnet lead wires at any brake. This may be accomplished by using a pin probe inserted through the insulation of the wires dropping down from the chassis or by cutting the wires. The engine of the towing vehicle should be running when checking the voltage so that a low battery will not affect the readings. Voltage in the system should begin at 0 volt and, as the controller bar is slowly actuated, should gradually increase to about 12 volts. This is referred to as modulation. No modulation means that when the controller begins to apply voltage to the brakes it applies an immediate high voltage, which causes the brakes to apply instantaneous maximum power. The threshold voltage of a controller is the voltage applied to the brakes when the controller first turns on. The lower the threshold voltage the smoother the brakes will operate. Too high of a threshold voltage (in excess of 2 volts as quite often found in heavy duty controllers) can cause grabby, harsh brakes. How to measure amperage? System amperage is the amperage being drawn by all brakes on the trailer. The engine of the towing vehicle should be running when checking amperage. One place to measure system amperage is at the blue wire of the controller which is the output to the brakes. The blue wire must be disconnected and the ammeter put in series into the line. System amperage draw should be as noted in the following table. Make sure your ammeter has sufficient capacity and note polarity to prevent damaging your ammeter. 20
TROUBLESHOOTING Brake size Magnet amperes chart Ampere / magnet Two brakes Four brakes Six brakes Magnet Ohms 7 x 1¼ 2.5 5.0 10.0 15.0 3.9 10 x 1 1 /2 3.0 6.0 12.0 18.0 3.2 10 x 2¼ 3.0 6.0 12.0 18.0 3.2 12 x 2 3.0 6.0 12.0 18.0 3.2 12¼ x 2 1 /2 3.0 6.0 12.0 18.0 3.2 12¼ x 3 3 /8 3.0 6.0 12.0 18.0 3.2 If a resistor is used in the brake system, it must be set at zero or bypassed completely to obtain the maximum amperage reading. Individual amperage draw can be measured by inserting the ammeter in the line at the magnet you want to check. Disconnect one of the magnet lead wire connectors and attach the ammeter between the two wires. Make sure that the wires are properly reconnected and sealed after testing is completed. By far, the most common electrical problem is low or no voltage and amperage at the brakes. Common causes of this condition are: 1. Poor electrical connections; 2. Open circuits; 3. Insufficient wire size; 4. Broken wires; 5. Blown fuses (fusing of brakes is not recommended); 6. Improperly functioning controllers or resistors. 21
TROUBLESHOOTING Another common electrical problem is shorted or partially shorted circuits (indicated by abnormally high system amperage). These are occasionally the most difficult to find. Possible causes are: 1. Shorted magnet coils; 2. Defective controllers; 3. Bare wires contacting a grounded object. Finding the system short is a matter of isolation. If the high amperage reading drops to zero by unplugging the trailer, then the short is in the trailer. If the amperage reading remains high with all the brake magnets disconnected, the short is in the trailer wiring. All electrical troubleshooting procedures should start at the controller. Most complaints regarding brake harshness or malfunction are traceable to improperly adjusted or non-functioning controllers. See your controller manufacturer s data for proper adjustment and testing procedures. If the voltage and amperage is not satisfactory, proceed on to the connector and then to the individual magnets to isolate the problem source. 12 volts output at the controller should equate to 10.5 volts minimum at each magnet. Nominal system amperage at 12 volts with magnets at normal operating temperatures, i.e. not cold, system resistor at zero and controller at maximum gain should be as detailed in the following chart. In case of doubt, Frameco strongly recommends that all maintenance and repair work be performed by qualified and competent professionals, such as your trailer manufacturer. 22
HYDRAULIC BRAKE Hydraulic brakes The hydraulic brakes on your trailer are much like those on your car. The hydraulic fluid from a master cylinder is used to actuate the wheel cylinder which, in turn, applies force against the brake shoes and drum. The main differences between automotive hydraulic brakes and hydraulic trailer brakes are the actuation systems which transfer the braking signal from the tow vehicle to the brakes. Surge braking system The surge braking system uses a specially designed trailer hitch coupler which has a hydraulic cylinder built in. When the tow vehicle applies its brakes, the tow vehicle decelerates causing the trailer to apply a pushing force against the hitch. This force actuates the surge hitch hydraulic cylinder, transferring high pressure brake fluid to the wheel cylinder. The trailer brakes are now applied. Decelerating force applie at trailer hitch Bearing pad Spring Sliding tongue Fixed frame Bearing pad Master cylinder To conventional hydraulic brake 23
HYDRAULIC BRAKE Duo-servo The duo-servo brake uses a dual piston wheel cylinder to apply the brakes. This type of brake is typically used in a vacuum/hydraulic, electric/hydraulic or air/hydraulic system. A description of operation of this brake is as follows: Retractor spring Anchor post Hydraulic wheel cylinder Backing plate Actuating pin Secondary shoe Adjuster spring Adjuster spring Hold down spring Primary shoe When the brakes are applied, the double-acting wheel cylinder moves the primary and secondary shoes towards the drum. The frictional force between the brake drum and lining attempts to turn the primary shoe into the secondary shoe. The secondary shoe is forced onto the anchor pin and from this point, the secondary and primary shoes attempt to wrap around. In essence, the brake has utilized frictional force to help the applying force on both shoes. If the brakes are applied while the vehicle is backing, the shoes rotate in the direction of the drum rotation. This causes the secondary shoe to leave the anchor and causes the primary shoe to move against the anchor. Action of the brake is therefore the same in reverse as forward. 24
HYDRAULIC BRAKE Uni-servo This type of hydraulic brake utilizes a single acting cylinder. Upon actuation, the primary shoe is pressed against the brake drum, which causes the shoe to move in the direction of rotation. This movement in turn actuates the secondary shoe through the adjuster link assembly. Retractor spring Anchor post Hydraulic wheel cylinder Backing plate Secondary shoe Actuating pin Hold down spring Adjuster spring Adjuster assembly Primary shoe Another variation is called a «free backing» brake which is commonly used on trailers with a surge hitch system. When backing with a surge brake hitch, the brakes are applied through the surge mechanism, and if there is more brake force on the trailer than the tow vehicle can override, no backing is possible. The free backing brake was developed to allow backing in this application. This brake has a primary shoe on a pivot which allows normal application in the forward direction, but allows the primary shoe to rotate away from the drum surface when backing. 25
230, Rue du Parc Saint-Joseph-de-Beauce (Québec) G0S 2V0 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Phone: 418 397-6895 Fax: 418 397-6881 Opening hours 8h to 12h - 13h to 17h 8h to 12h - 13h to 17h 8h to 12h - 13h to 17h 8h to 12h - 13h to 17h 8h to 12h - 13h to 17h Closed Closed 40 minutes from Quebec City 26
Maintenance date (DD / MM / YYYY) Next maintenance date (DD / MM / YYYY) MY MAINTENANCE SCHEDULE Description Every week Maintenance frequencies 3 months 4500 km 6 months 9000 km 12 months 18 000 km Maintenance conducted by: Notes *Frameco strongly recommends that all maintenance and repair work be performed by qualified and competent professionals, such as your trailer manufacturer.
NOTES 28